Remote control device for accelerator pedal



A ril 21, 1964 A. H. HANSON 3,129,604

REMOTE CONTROL DEVICE FOR ACCELERATOR PEDAL Filed Jan. 1'7, 1961 INVENTOR. 141/2150 A! 624/50 United States Patent 3,129,664 REMOTE CONTROL DEVICE FOR ACCELERATOR PEDAL Alfred H. Hanson, Garrison, N.Y. Filed Jan. 17, 1961, Ser. No. 83,281 Claims. (Cl. 74-482) This invention relates to a novel remote control device for operation of the accelerator pedal of an automotive vehicle from a remote position during service and repair.

While undertaking many types of automobile servicing such as engine adjustment and tune-ups, timing, etc. it is necessary to control the accelerator or throttle action of the vehicle in order to properly diagnose operation of the engine or to make desired adjustments. The mechanic undertaking the service or repair is usually removed from the location of the accelerator pedal. Thus, in the past the assistance of a second person who must sit in the drivers compartment and actuate the accelerator pedal has been required.

The use of testing or tune-up equipment is usually based on the specifications indicating the normal functions of an engine and its components at various speeds. In practice, almost every phase of engine testing, diagnosis and adjustment require speed variation, the attainment and holding of designated speeds, and rapid acceleration and decelation. It is, therefore, the object of the present invention to provide a remote control device which permits instant and practical control of engine speed in connection with various test, adjustment and repair procedures.

Unless the mechanic is equipped with a suitable throttle regulating mechanism, he must attempt to change speed by searching out and grasping a portion of the vehicle control linkage and manipulate it to vary the throttle position. This is often awkward and in some cases impossible due to engine linkage location, and furthermore, the operator risks burned arms or hands from hot exhaust manifolding, injury from moving parts, etc. It is also very difiicult to attain and hold the required r.p.m. It is therefore apparent that the mechanic will be unable to make adjustments or utilize the test equipment properly and in the past it has been necessary to enlist the assistance of a second person preferably seated within the vehicle to actuate the accelerator pedal, especially in modern vehicles which are seldom equipped with hand controls.

Even though a second mechanic is seated in the drivers seat it is often confusing, time consuming and costly to verbally instruct the assistant to raise or lower the speed to hold, to quickly accelerate etc. Accordingly, it can be appreciated that engine testing, servicing, and adjusting can be more efficiently and economically undertaken if the mechanic is capable of controlling speed by means of a convenient, practical remote control device which can almost instantly permit the mechanic to obtain the desired speed or effect.

There is available in the art simple clamp and screw devices which attach to certain portions of the throttle linkage. These devices are adaptable only to a few makes and models of vehicles and therefore are at best only of slight value. Further, various types of remote cable and hydraulic controls intended to depress the foot throttle or accelerator pedal from within the vehicle, have been constructed. One problem common to all of these prior art devices is the fact that means for rigidly mounting the devices have not been achieved.

In order to attain smooth, consistent, and accurate speed control the accelerator pedal should be capable of being actuated in micrometer-like progression. Generally, the pedal stroke will be from 1" to 1 /2". Most tests other than diagnostic tests are concerned with an unloaded engine which attains high speeds at small throttle valve openings. Under these conditions the accelerator pedal may not be depressed more than /2" to A between idle and speeds of several thousand revolutions per minute. Therefore, it is obvious that the pedal control must be brought about by small, positive thrust increments in the order of thousandths parts of an inch.

Conventional automotive throttles employ many rods, brackets and pivot points which introduce various amounts of friction and lost motion. Return to idle is obtained by the force exerted by a comparatively light spring. This conventional throttle actuating arrangement is satisfactory for normal vehicle operation, but it introduces many problems when control is attempted by the use of remote control devices. This becomes apparent if spongy or springlike action exists in the remote control device because such action will defeat good control by causing the accelerator pedal to jump ahead whenever sticky or friction spots are encountered in the throttle linkage. Further, if the device is spongy, its follow-through will be excessive, resulting in faulty control. It is therefore another object of the present invention to provide a relatively rigid and solid support arrangement for the control device, so that the accelerator pedal can be properly and precisely advanced in spite of the sticky spots in the conventional throttle linkage whereby friction will be overcome and the device will maintain its normal thrust or increment so that speed control will be properly achieved.

Even if the energy transfer portion of the remote control device were efficient, another problem is still encountered in how to mount or hold the device in relation to the foot pedal. If such mounting or attachment has spongy or elastic qualities, even though the remote con trol device itself is satisfactory, the net result will be poor. In the past, control devices which have been employed wherein a lever arrangement is fastened to the accelerator pedal and counter-thrust is applied on the vehicle floor. Practically all vehicles employ fixed spongy floor mats of rubber-covered felt or carpeting. Therefore, objectionable elasticity is introduced into the control efforts. Further, there exists uneven floor contours or mat peculiarities such as air pockets, folds and the like, which may interfere with proper functioning of the remote control device or the installation thereof.

Other prior devices which are clamped to the vehicle steering column require long telescopic tubes which are of necessity angularly disposed with respect to the accelerator pedal, causing angular thrusts and erratic control with pedal friction and jamming. Further, the mod rn design of automotive vehicles have virtually elimi nated the steering column as a practical anchorage point.

The vehicle seat cushion frame has been used as an anchorage point in the past. However, the inconsistency of design and the elasticity of the seat arrangement make such anchoring arrangements impractical.

Further, all conventional arrangements have required direct fastening to the accelerator pedal which in itself may be troublesome due to the peculiarities of the pedal construction and design. In this respect, the thickness of the accelerator pedal, bosses, ribs, location of rods, rod boots, etc. may cause typical problems when attempting to fasten the device to the accelerator pedal. A very significant disadvantage is that the weight of the attaching arrangement is added to the accelerator pedal which may prevent its proper return to an idle position. In many instances the return spring is barely able to return the regular mechanism to a minimal idle speed, and the additional weight will prevent normal operation of the engine at idle speed.

tion and which may be quickly installed on any type of vehicle in a relatively rigid manner While imposing no additional weight on the accelerator pedal.

A further object of the present invention is to provide a remote control device for actuating an accelerator pedal which will overcome an inherent fault existing in remote control systems previously or presently in use. It is generally recognized that flexible control cables present many undesirable problems. These disadvantages include extreme friction, spring-like or spongy action, cable length limitation, lack of flexibility, susceptibility to damage from pinking or collapsing, etc. Hydraulic devices have similarly presented problems of high manufacturing cost, sticky erratic control due to friction of pistons, cups, packing, etc. Also, such applications have of necessity employed small diameter cylinders and connecting tubes to minimize problems of friction, leakage and air inclusion. Such small diameters have resulted in extreme elasticity or spongy action due to the inability of the connecting tube to maintain its diameter when subjected to relatively high working pressure, and because of resistance to fluid passage at cold temperatures. All modern motor vehicles such as passenger cars, buses, trucks, and the like are provided with an accelerator pedal and a foot brake pedal wherein the operator may change his foot position from one to the other substantially and instantaneously. In other words, for reasons of convenience and safety the accelerator pedal and the foot brake pedal are universally placed close to each other and approximately the same distance apart. Actual variation in practice is not greater than plus or minus one inch. This feature of construction or conventional automotive vehicles is utilized in the present invention by erecting a vertically-disposed support between the pedals having two spaced legs. Attached to one of the legs is a slideable U-shaped member containing a friction latch adapted to engage the underside of the brake pedal. Further, this leg is provided with a foot engageable with the floor of the vehicle so that it imbeds itself into the floor carpet or mat. The support is therefore radically stabilized and the downward weight of the brake pedal will rigidly hold the support in position. Thus, the invention achieves one of its objects in establishing a rigidly mounted support in an optimum position relative to the accelerator pedal and in further carrying out the objects of the invention, a low pressure, low friction hermatically sealed fluid operated system is employed.

A further object of this invention resides in the provision of a remote control device that is simple in construction, relatively easy to manufacture, and capable of being employed on any make or model of automotive vehicle.

Additional objects and advantages of the invention will become apparent during the course of the following specification when taken in connection with the accompanying drawings, in which:

FIG. 1 is an elevational view of the remote control device according to the present invention operatively associated with the foot brake pedal and the accelerator pedal of a vehicle;

FIG. 2 is an enlarged detail View of the device with parts thereof being broken away to show other parts in section for greater clarity, and illustrating the device with the fluid transmission leads in a position permitting the vehicle engine to idle;

FIG. 3 is a partial sectional detailed view, similar to that in FIG. 2, illustrating the parts of the invention in position for acceleration pedal being depressed for running the engine at a relatively rapid speed; and,

FIG. 4 is an enlarged sectional detailed view taken along the plane of line 44 in FIG. 2 illustrating the cross sectional shape of the latching means used for connecting the device with the brake pedal of the vehicle.

With continuing reference to the accompanying drawing wherein like reference numerals designated similar parts throughout the various views, reference numeral 10 is used to designate generally the floor of an automotive vehicle above which a brake pedal 12 and an accelerator pedal 14 are mounted. The brake pedal 12 and the accelerator pedal 14 are placed conventionally very close together for alternative engagement by the right foot of the vehicle operator. The arrangement of the vehicle brake pedal with respect to the accelerator pedal is almost identical no matter what the make or model of the vehicle. This closeness insures proper operation of the vehicle, and further as a selling point in automobiles, the brake pedal and the accelerator pedal of the different makes and models are contrived to be as alike as possible so as to conform to the driving habits of the average purchaser.

Also shown in FIG. 1 is the remote control device of the invention, comprising an actuator unit 11 anda follower unit 15 connected by a flexible pipe 910. The remote control device also includes a mounting unit 17 carrying the follower unit 15 and adapted to be rigidly mounted on the floor It For this purpose, the mounting unit 17 obtains its rigid stability from the brake pedal 12, and since the brake pedal is invariably close to the accelerator pedal, the follower unit 15 is supported in such a position that it overlies and engages said accelerator pedal 14 for actuating the latter in response to operation of the actuator unit 11. v

As is usual, the floor 10 is provided with a covering layer of felt 18 and a carpet or rubber mat 20, shown in FIG. 2. The mounting unit 17 of the assembly is constructed so as to overcome the resilience of such floor covering, in a manner which will be presently explained. The mounting unit 17 includes an upright or standard, generally indicated by reference numeral 22 and including a pair of spaced parallel legs 24 and 26 connected at their upper ends by an arcuate bight 28. The standard 22 is therefore of an inverted U-shape.

The lower end of the leg 24 is formed with a longitudinally-extending through slot 30 sized to contain a fiat metal stabilizer plate or foot 32. The foot 32 is movable within the slot 30 and is pivoted therein by a pin 34 which extends through the lower end of leg 24 and through foot 32. The foot 32 is provided with prongs 36, 38 adapted to bite into the carpet or rubber mat 20 and firmly anchor the standard 22 in upright position. The pivoting action afforded by the pin 34 permits the standard 22 to take into account various inequalities in conventional floor covering such as air pockets, worn spots, uneven contours, or the like, which further enables this device to be used on various existing makes and models of automotive vehicles.

Mounted on the leg 24 of standard 22 is an adjustable mounting member 40 adapted to engage the under surface 42 of the brake pedal 12 to retain the standard 22 in a rigid condition. Mounting member 40 includes a handle 44 which is channel-shaped in cross section having a web :6 and opposed end flanges 48 and 50. As shown in FIGS. 1 and 2, the handle 44 is substantially in inverted C-shape form, with the lowermost portions of the flanges 48 and 5t) crimped over as at 52 and 54 for receiving a latch piece 56. The latch piece 56 has an upstanding end portion 58 which engages the under surface 42 of the foot brake pedal 12, and at its other end is provided with a through aperture 60 for receiving the leg 24. The aperture 60 is substantially the same size as the cross-sectional dimension of the leg 24 of standard 22. Riveted at 62 to the web 4c is a flat spring 64. Leg 24 of standard 22 extends between flanges 48 and 50 of the handle 44 and through aperture 60 of latch piece 56 with the spring 64 engaging the leg 24 and urging the upper portion of handle 44 away from said leg'24 so that said handle and latch piece 55 are tilted relative to the leg 24. Q

In use, the handle 44 is so positioned that the end portion 58 of latch piece 56 is located beneath the automobile brake pedal 12. The handle 44 is then raised manually by sliding it upwardly on leg 24 until the end portion 58 engages the under surface 42 of brake pedal 12 and lifts the brake pedal until suflicient resistance is encountered to halt the raising movements of the brake pedal. At this point, the tilting action provided by spring 64 causes the portion of latch 56 bordering the aperture 60 to bite into and frictionally engage the leg 24, whereby to lock the handle 44 in its adjusted position. The force is exerted between the raised and tensioned brake pedal 12 and the floor 10. This maintains the standard 22 rigidly and securely in its set, upstanding position. The flanges 48 and 50 prevent side-to-side locking, and in addition to the regular locking action caused by radial movement or latch pressure of the latch member 56, the spring 64 serves to maintain the lock. The manual pivoting of the handle 44 toward the leg member 24 against tension of spring 64, will serve to unlock the latch mem ber 40, permitting the lowering thereof on leg 24. It will be noted that the latch handle 44 and the latch piece 56 are vertically and turnably movable on the leg 24, allowing for the optimum positioning of the standard 22.

The follower unit 15 is carried by a sleeve 66, which is longitudinally slidable and rotatably movable on the leg 26, and is preferably of a cylindrical shape. The sleeve 66 is provided with a plurality of longitudinal slots 68 serving to permit clamping action of the sleeve 66 relative to the leg 26 to hold the follower sleeve 66 in an adjusted position relative to the leg 26. In the vicinity of slots 68, the sleeve 66 is compressed to such reduced diameter as to make a tight fit about leg 26 and frictionally hold sleeve 66 in adjusted position. The slots 68, however, provide sufficient flexibility to permit the sleeve 66 to be raised or lowered on leg 26, upon the exertion of strong manual force.

Welded or otherwise secured to the follower sleeve 66 is a cylindrically shaped housing 70. The housing 70 contains the movable parts of the follower unit 15, which parts may be made from any suitable material such as aluminum, steel, or other metal or from a suitable synthetic plastic material, if desired. A molded cap 72 forms part of the housing 70 and has a central hole 74 through which the ram end 76 of a piston 78 extends. The piston 78 is preferably made of aluminum or similar metal, but may be molded from a solid phenolic plastic. Piston 78 is secured to a rigid stabilizing disc 80 to the opposite surface of which a bellows 82 is secured. The other end of the bellows 82 is secured to another stabilizing disc 84. Communicating with the interior of bellows 82 is a tubular fitting 86 secured to the housing 70 and provided with undercuts 88 over which an end of a tubular flexible conduit 90 can be secured.

Modern molding and extruding techniques enable the production of the bellows 82 of desired length and diameter. The bellows 82 is constructed from a material having minimum elongation and maximum flexing properties to thereby provide a low pressure, low friction system. The bellows in accordance with the invention, for example, are approximately 2 inches in diameter and have an area of about 3 square inches and the working pressures are substantially low, in the order of to 6 lbs. per square inch. As has been previously explained, solid action as opposed to spongy action is of prime importance and that end may be best accomplished by employing as low a pressure as is possible with the bellows 82. The bellows 82 is preferably constructed by blow molding of a synthetic plastic material much as polyethylene which has been determined to provide extremely satisfactory results. Prior attempts to produce bellows of metal or rubber or rubberized fabric in similar low pressure systems have been unsatisfactory. Metal bellows are limited in flexing life and have inherent stiffness and inability to compress other than for short portions of a given length. High production costs and limitations of length are further disadvantages. Molded rubber compounds capable of proper flexing life have an inherent flexibility which introduces objectionable spongy action. When rubber compounds are reinforced with fabrics,

6 metal or other materials sponginess is reduced, but leakage and flexing friction are introduced.

When the bellows 82 is formed by blowing molding of polyethylene, valleys are substantially heavy in crosssection and the flat sides of each convolution taper towards the peaks. This formation occurs normally and functionally when the cylindrically extruded material is blown into the die cavities during such blow-molding process. In other words, the hot plastic material is blown from its normal wall thickness to a predetermined thickness at each convolution peak. As the material at normal temperatures has high tension and minimum elongation properties, the result is an extremely flexible and dimensionally stable bellows having all the desired characteristics previously set forth. The bellows 82 so produced is of approximately three inches in length and is compressible to a length of about one inch. While the bellows are capable of constant work pressures of 40 to 50 lbs. per square inch with a minimum distortion or introduction of sponginess or lost motion, the working pressure in the system of the instant invention is merely 5 to 6 lbs. per square inch. In view of these lower pressures, to all intents and purposes, the bellows are solid, having little or no friction, provided leak-free design, and simple low cost production. Also, due to the low pressure design, the connection tube may be of the typical low cost extruded rubber variety where good flexibility and dimensional stability is provided.

A coiled metal compression spring 92 is positioned about the piston 78 and is seated at one end on the inner surface 94 of molded cap 72 and at its other end on the lower surface 96 of stabilizing disc 80. The stress of spring 92 normally urges the disc 86 upwardly in housing 70 so that the bellows 82 is fully collapsed as shown in FIG. 2. When the bellows 82 is expanded by operation of the actuator unit 11, as shown in FIG. 3, it lowers the disc 80 against the force of spring 92, thereby thrusting piston 78 outwardly of the housing 70 to depress the accelerator pedal 14. When the pressure provided by actuator unit 11 is decreased, the spring 92 serves to collapse the bellows 82 and raise or retract piston 78.

The remote end of the tube fitl is connected to a fitting 98 which is fixed to the actuator unit 11. The actuator unit 11 includes a housing 166 containing a bellows 102 of similar construction to the bellows 82 which bellows 162 is attached to a rigid stabilizer disc 105 preferably formed of a resin or other suitable synthetic plastic material. A cylindrical adjusting knob 104, functioning as a rotatable ram, is movable through a hole 1% in the cap 168 of the housing 1%. The cap 108 may be formed of any suitable material such as metal or molded plastic.

The adjusting knob 164 is preferably made of metal and is provided with a threaded longitudinal bore 167 opening through its bottom end. A threaded stud 110 is secured to the stabilizer disc 165, as by rivet 112, and extends within the threaded bore 107 of knob 104, having a meshing screw engagement therewith.

The adjusting knob 104 projects outwardly of the opening 106 and its projecting end is provided with a terminal convex cam surface 114, having a flattened bearing portion 116 at the center thereof. A substantially U-shaped metal strap 120 is pivotally mounted on the housing 101] to overlie the cam surface 114 of adjusting knob 164 when desired. For this purpose, the strap 120 has in tegral terminal trunnions 122 and 124 which extend rotatably through the Wall of housing 166 between the disc 105 and cap 108.

One end of the bellows 102 is cemented or otherwise secured to the stabilizer disc 105. The other end of bellows 102 is secured to a disc (not shown) similar to the stabilizer disc 84 of follower unit 15, which disc is in turn connected to the fitting 98 and secured to the housing 100. The fitting 98 communicates through said disc with the interior of bellows 102.

When the strap 120 is vertically upstanding from housing 1%, as shown in FIGS. 2 and 3, so that it overlies the flattened bearing portion 116 of adjusting knob 1194, it restrains said adjusting knob 104 from longitudinal movement outwardly of the housing 1621). However, the adjusting knob 104 may be rotated upon threaded stub 111 as to cause relative displacement between the knob 104 and stud 110, and thereby cause contraction or expansion of bellows 102. FIG. 3 shows the adjusting knob 104 rotated to such an extent as to cause the stud 11b to move downwardly from its position of FIG. 2, and thereby compress the bellows 102.

In operation, the mounting unit 17 is secured in position by placing the foot 32 on the automobile fioor 1t) and raising handle 44 until the latch piece 4% engages and raises the brake pedal 12, as previously described. The sleeve 66 is then turned on leg 26 until the piston 78 of follower unit 15 is located above the desired point on the accelerator pedal 14, and the sleeve 66 and housing 70 are then lowered until the projecting ram end 76 of piston 78, barely engages the accelerator pedal 14. The bellows 82 of the follower unit 15 is held fully compressed by spring 92, as shown in FIG. 2, and the accelerator pedal 14 is in idle position.

The user now takes the actuator unit 11 to the location on the automobile where observations or adjustments are to be made, such as under the hood or other remote location. The accelerator pedal may now be depressed from this remote location by the user depressing the adjusting knob 104. For coarse adjustment it is merely necessary for the user to depress the knob 104 by thumb pressure. For precise, fine adjustment of the accelerator pedal, the strap 118 may be turned to the position of FIG. 2, engaging the bearing portion 116 of adjusting knob 104, and the latter rotated slowly until the exact engine speed is achieved.

The bellows 82, 102. and the flexible connecting tube 90 provide a fluid system which may contain air, water or other fluid. It will be evident that when one bellows 82 or 102 is compressed, the other bellows is expanded. The spring 92 normally maintains the bellows 82 compressed, which maintains bellows 1192 expanded. When bellows 102 is then compressed by operation of the adjusting knob 104, the bellows 82 is expanded to a corresponding extent.

The strap 120 serves to facilitate various engine adjustment procedures. With the strap 12% overlying adjustment knob 104, the knob 104 may be rotated to produce gradual and very fine adjustment of the accelerator pedal to a degree which is not possible by the usual manual depression. Once the desired adjustment of the accelerator pedal is attained, it will remain at this point by virtue of the strap 120 for so long a period as is desired,

At any moment during operation, the accelerator pedal can be allowed to return to idle position by removing the strap 120 from engagement with the adjustment knob 104. The pressure on the compressed bellows will be removed and return spring 92 will compress bellows 82 to expand bellows 102. If the previously adjusted speed is to be duplicated it is merely necessary to again apply the strap 120 to the adjusting knob 104 by pushing it over the cam surface 114 onto the bearing surface 116, thereby achieving the previously adjusted speed without exceeding such speed.

In actual practice it is common to make engine adjustments at a selected speed. Then the engine is rapidly accelerated and returned to the selected speed to check the effectiveness of the adjustment made. Attainment of the selected speed can be easily achieved using the strap 120. Once the adjustment knob 104 is rotated so that the selected speed is obtained, the strap 120 acts as a guard to prevent the adjustment knob from being depressed. In order to produce rapid acceleration from this selected speed, it is therefore necessary for the operator to pivot the strap 12% downwardly out of the way, and he can then apply manual inward pressure on the adjustment knob 194 to rapidly accelerate the engine. When the adjustment knob is then released, it overshoots the selected speed position and returns to a position corresponding to the idle speed of the engine. The previously selected speed can then be again attained by manually depressing the adjustment knob from idle speed to approximately the selected speed, and placing the strap 12% in holding position. If the operator were merely to apply manual pressure on the adjustment knob for rapid acceleration and then allow the knob to travel back to the strap 120, the lost motion, friction, etc. inherent in the automobile acceleration linkage would prevent the selected speed from being again achieved. The necessity of removing the strap 1211 for rapid acceleration forces the operator to follow the aforementioned procedure of returning the engine to idle speed and accelerating to the selected speed from idle speed, thus insuring that the previously selected speed will be re-attained.

It will be appreciated that the construction of the mounting unit 17 and its adjustable mounting member 40, permits the remote control device to be instantly applied to and removed from the vehicle. Thus, a valuable economy in time is achieved in assembling and disassembling the vehicle for remote acceleration operation.

A latitude of modification, change and substitution is intended in the foregoing disclosure and in some instances some features of the invention will be employed without a corresponding use of other features. Accordingly, it is appropriate that the appended claims be construed broadly and in a manner consistent with the spirit and scope of the invention herein.

What I claim is:

l. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, comprising a substantially inverted U-shaped support member including a first leg and a second leg spaced from said first leg, foot means connected to said first leg for engaging the floor of the vehicle, mounting means movably secured to said first leg for engaging and pressing against the underside of the brake pedal so that support member is rigidly held in upright position between the vehicle floor and the underside of the brake pedal, a first cylinder, means adjust-ably securing said first cylinder to said second leg and in overlying position relative to the accelerator pedal for sliding movement of said first cylinder on said second leg, a piston in said first cylinder and having a ram attached thereto extending outwardly of said cylinder for engaging the accelerator pedal, a second cylinder remote from said first cylinder, and fluid transmission means interconnecting said first cylinder and said second cylinder for controlling the position of said ram and accelerator pedal.

2. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, comprising a support having first and second spaced legs, a foot pivotally connected to a first of said legs for engaging the floor of the vehicle, mounting means adjustably and slidably mounted on said first leg for engaging and pressing against the underside of the brake pedal for rigidly holding said support in an adjusted position relative to the accelerator pedal between the vehicle fioor and the underside of the brake pedal, a ram, sleeve means fixed to said ram slidably mounted on the second of said legs for adjustably securing said ram to said second leg and thereby position said ram for engagement with the accelerator pedal, and remote controlled fluid operated means for actuating said ram so that the position of said accelerator pedal is determined from a location remote from said accelerator pedal.

3. A remote control device according to claim 2 wherein said support is of an inverted U-shape.

4. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, said brake pedal being spaced above the floor and having an upper limit of movement, said remote control device comprising a support having first and second spaced legs, a foot pivotally connected to a first of said legs :for engaging the floor of the vehicle, a mounting member slidably mounted on said first leg and movable upwardly thereon to a mounting position in which is engages and presses upwardly against the underside of the brake pedal at the upper limit of movement of the latter, means releasably locking said mounting member in its mounting position for rigidly holding said support in an upright adjusted position relative to the accelerator pedal, a first housing, means adjustably securing said first housing on the second of said legs in overlying position relative to the accelerator pedal for slideable and rotatable movement of said first housing on said second leg, a piston in said first housing and having a ram attached thereto extending outwardly of said first housing for engaging the accelerator pedal, a second housing remote from said first housing, fluid transmission means interconnecting said first housing and said second housing for controlling the position of said ram and hence of the accelerator pedal.

5. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, comprising a support having a pair of spaced legs, a foot pivotally connected to a first of said legs for engaging the floor of the vehicle, a mounting member slidably mounted on said first leg and movable upwardly thereon to a mounting position in which it engages and presses upwardly against the underside of the brake pedal means releasably looking said mounting member in its mounting position for rigidly holding said support in an upright adjusted position relative to the accelerator pedal, a first housing, means adjustably securing said first housing on the second of said legs in overlying position relative to the accelerator pedal with the support in its upright adjusted position, a ram movably mounted in said first housing and having a portion projecting therefrom for engaging the accelerator pedal, a second housing remote from said first housing, fluid transmission means interconnecting said first housing and said second housing for controlling the position of said ram and hence of the accelerator pedal, said fluid transmission means including a first pleated bellows in said first housing, said ram being connected to said first bellows, a second pleated bellows in said second housing, a conduit interconnecting said first and second bellows, fluid in said first and second bellows and said conduit, and means for compressing and releasing said second bellows to expand and contract said first bellows to move said ram in a direction to depress and release said accelerator pedal.

6. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, comprising a support having a pair of spaced legs, a foot pivotally connected to a first of said legs for engaging the floor of the vehicle, means adjustably clampingly engaging said first leg and engaging the underside of the brake pedal for rigidly holding said support in an adjusted position relative to the accelerator pedal, a first housing, means adjustably securing said first housing on the second of said legs in overlying position relative to the accelerator pedal, a ram movably mounted in said first housing and having a portion extending outwardly of said first housing for engaging and depressing the accelerator pedal, a second housing remote from said first housing, fluid transmission means interconnecting said first housing and said second housing for controlling the position of said ram and hence of the accelerator pedal, said fluid transmission means including a first pleated bellows in said first housing, said ram being connected to the lower end of said first bellows, spring means in said first housing urging said first bellows to a compressed state to bias said ram away from the accelerator pedal, a second pleated bellows in said second housing, a conduit interconnecting said first and second bellows, fluid in said first and sec ond bellows and said conduit, said second housing having an opening therein, an adjusting knob extending through said opening, a threaded stud secured to said second bellows and threadedly mounting said adjusting knob so that upon inward movement of said adjusting knob through said opening, said second bellows will be compressed to expand said first bellows against the force of said spring means to move said piston.

7. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, comprising a support having a pair of spaced legs, a foot pivotally connected to a first of said legs for engaging the floor of the vehicle, means adjustably clampingly engaging said first leg and engaging the underside of the brake pedal for rigidly holding said support in an adjusted position relative to the accelerator pedal, a first housing, means adjustably securing said first housing on the second of said legs in overlying position relative to the accelerator pedal, a ram movably mounted in said first housing and having a portion extending outwardly of said first housing for engaging and depressing the accelerator pedal, a second housing remote from said first housing, fluid transmission means interconnecting said first housing and said second housing for controlling the position of said ram and hence of the accelerator pedal, said fluid transmission means including a first pleated bellows secured at one end within said first housing, said ram being connected to the free end of said first bellows, spring means in said first housing urging said first bellows to a compressed state to move said ram away from the accelerator pedal, a second pleated bellows secured at one end within said second housing, a conduit interconnecting said first and second bellows, fluid in said first and second bellows and said conduit, said second housing having an opening therein, an adjusting knob rotatably disposed in said opening, and longitudinally movable therein, a threaded stud secured to the free end of said second bellows and threadedly mounting said adjusting knob so that upon longitudinal movement of said adjusting knob said second bellows will be compressed to expand said first bellows against the force of said spring means to move said piston, and a strap pivoted to said second housing and selectively movable to a position in which it overlies said cam member to releasably hold said cam member in a predetermined longitudinally adjusted position relative to said second housing.

8. A remote control device according to claim 7 in which said adjusting knob has a terminal cam surface, said strap overlying and engaging said cam surface to permit rotation of said adjusting knob on said threaded stud in a direction to move said stud and the free end of the second bellows away from the adjusting knob with the latter held against longitudinal movement by said strap, whereby to compress said second bellows for fine adjustment of the accelerator pedal.

9. A remote control device for selectively actuating the accelerator pedal of a vehicle provided with a brake pedal adjacent the accelerator pedal, said device comprising a support, means mounting said support rigidly and immovably between the brake pedal and the vehicle floor, a first housing, means adjustably securing said first housing on said support in overlying position relative to the accelerator pedal, a ram movably mounted in said first housing and having a portion extending outwardly of said first housing for engaging and depressing the accelerator pedal, a second housing remote from said first housing, fluid transmission means interconnecting said first housing and said second housing for controlling the position of said ram and hence of the accelerator pedal,

said fluid transmission means including a first bellows secured at one end within said first housing, said ram being connected to the free end of said first bellows, a second bellows secured at one end within said second housing, a conduit interconnecting said first and second bellows, fluid in said first and second bellows and said conduit, and actuating means for compressing and releasing said second bellows to expand and contract said first bellows to move said piston, said actuating means comprising a threaded stud carried by the free end of said second bellows, an adjusting knob threadedly mounted on said stud, said second housing having an opening, the adjusting knob extending movably through said opening, and a U-shaped strap pivotally mounted on said second housing and movable to a position in which 12 it overlies and engages the free end of said adjusting knob.

10. A remote control device according to claim 9 in which the free end of said adjusting knob having a cam surface engaged by said strap and permitting said adjusting "knob to be manually rotated on said threaded stud while in engagement with said strap for adjustably compressing and expanding said second bellows.

References Cited in the file of this patent UNITED STATES PATENTS 1,459,317 Birdsall June 19, 1923 1,508,418 Stewart Sept. 16, 1924 2,270,900 Rubissow Jan. 27, 1942 2,566,859 Seeler Sept. 4, 1951 2,964,965 Han-son Dec. 20, 1960 

1. A REMOTE CONTROL DEVICE FOR SELECTIVELY ACTUATING THE ACCELERATOR PEDAL OF A VEHICLE PROVIDED WITH A BRAKE PEDAL ADJACENT THE ACCELERATOR PEDAL, COMPRISING A SUBSTANTIALLY INVERTED U-SHAPED SUPPORT MEMBER INCLUDING A FIRST LEG AND A SECOND LEG SPACED FROM SAID FIRST LEG, FOOT MEANS CONNECTED TO SAID FIRST LEG FOR ENGAGING THE FLOOR OF THE VEHICLE, MOUNTING MEANS MOVABLY SECURED TO SAID FIRST LEG FOR ENGAGING AND PRESSING AGAINST THE UNDERSIDE OF THE BRAKE PEDAL SO THAT SUPPORT MEMBER IS RIGIDLY HELD IN UPRIGHT POSITION BETWEEN THE VEHICLE FLOOR AND THE UNDERSIDE OF THE BRAKE PEDAL, A FIRST CYLINDER, MEANS ADJUSTABLY SECURING SAID FIRST CYLINDER TO SAID SECOND LEG AND IN OVERLYING POSITION RELATIVE TO THE ACCELERATOR PEDAL FOR SLIDING MOVEMENT OF SAID FIRST CYLINDER ON SAID SECOND LEG, A PISTON IN SAID FIRST CYLINDER AND HAVING A RAM ATTACHED THERETO EXTENDING OUTWARDLY OF SAID CYLINDER FOR ENGAGING THE ACCELERATOR PEDAL, A SECOND CYLINDER REMOTE FROM SAID FIRST CYLINDER, AND FLUID TRANSMISSION MEANS INTERCONNECTING SAID FIRST CYLINDER AND SAID SECOND CYLINDER FOR CONTROLLING THE POSITION OF SAID RAM AND ACCELERATOR PEDAL. 